Dirigible construction



Sept l, l931- l.. sj HowLAND 1,821,158-- DIRIGIBLE CONSTRUCTION Filed sept. ,27, 1927 Raj.

Y 1 IN VEN TOR.

En Hon/MND ATTORNEYS.

Patented Sept. 1, 1931 UNITED STATES PATENT/ OFFICE LEVI S. HOWLAND, OF OAKLAND, CALIFORNIA 4.'DIIR-IGrIBIiE CONSTRUCTION Application led September 27, 1927. Serial No. 222,239.

ground. if desired; second', to provide a. dirigible which can be readily handled in the air, which can be niade to ascend and descend rapidly, and which can. be lsteered directionally easily; third, to provide a. dirigible which does not require the sensitive balance now required in dirigibles, and one in which tho lifting power is not dependent directly upon the inflated balloon; fourth, to provide a dirigible from which the power units or power vanes may be easily `and quickly disconnected and others substituted; fifth, to provide a. dirigible of this class having disconnectible power units or power vanes in the form of airplanes which nia-y be readily handled by taxiing the saine on the ground; sixth, to provide a dirigible of this class in which the cabins and power units are complete units separable from the bagy of the dirigible; seventh, to provide a dirigible having detachable cabins provided at the opposite sides with power units disconnectible from the bag of the. dirigible with the cabins; eighth, to provide a dirigible of this classhaving disconnectihle cabins provided with power units, which power units may also be disconnected from the cabins; ninth, to provide a dirigible of this class having power units pivotally suspended from the bag of the dirigible so that the saine may be tilted, as desired, for easily raising, lowering, or tilting the dirigible; tenth, to provide a dirigible of this class having controls at the tail end for general handling of the dirigible, and also other controls on the individual power va-nes for special and rapid control of the dirigible; eleventh, to provide as a whole a novelly constructed dirigible; and,

twelfth, to provide a dirigible of this class e5 which is relatively simple of construction proportionate to its functions, etlicient, safe,

and which will not readily deteriorate or get out of' order.

With these and other objects in View, as

5o will appear hereinafter, my in-vention consists of certain novel features of construction, combination and arrangement of parts and portions, as will be hereinafter described in detail and particularly set forth in the appended claims, reference being had to the accom anying drawings and to the characters o reference thereon which form a part of this application in which:

Figure 1 is a side View of my dirigible in its preferred form of construction, portions of the balloon being broken away for convenience of illustration, the cabins and power vanes being slightly exaggerated for convenience of illustration; Fig. 2 is a fragmentary front elevational View thereof, the intermediate and aft power vanes being indicated diagrammatically by dotted lines; and, Fig. 3 is a perspective view showing a complete unit comprising a cabin and a power vane on each side, as the same appears disconnected from the balloon of the diri gible.

Like characters of reference refer to similar parts and portions throughout the several views of the 'drawings The balloon portion or hull l and the horizontal `stabilizers 2, elevators 3, vertical stabilizers 4.- and the rudders 5 at the tail or aft end of the hull, are substantially or may be of the same construction as those of conventional rigid type dirigibles now in use. The' parts referred to, however, comprise a complete and separate unit from the several pilot, passenger, or other Cabins, the engine gondolas, and the means for supporting the cabins and gondolas on the hull.

In my dirigible, illustrated in the drawings, I have shown three separate cabins, namely, the forward cabin' 6 which may he used as a pilots cabin or navigating room, a radio room, and officers quarters, the midship cabin 7 which may serve as the passenger cabin, passenger sleeping quarters and mess hall for passengers and crew, and the aft cabin 8 which may serve as crews quarters, store space, or other purposes. Each cabin, whether l, 2, 3, or more, is provided at its opposite lateral sides with a power vane or power unit which is connected to the Cabin and may be separated as a unit therewith from the hull of the dirigible, as shown in ble. The forward struts 9 extend preferably laterally and forwardly. while the rear struts 10 extend laterally and backwmdly. The intermediate struts 11 and 12. there being preferably two at either side. ma)v extend laterally only. as shown. The power vanes. or power units. designated 14. are pivotally supported intermediate their ends b v bifurcated frames or yokes 13. Each Yoke is pivotally and yieldably connected to the cabin and the hull by a pluralitv ol' struts. Referring pa rticularly to Fig. 3. the inner side of the yoke. is pivotallv connected near its upper end and r at its forward and rear odge portions to the outer ends of struts 15 and 16. respectively, which are pivotally connected at their inner ends to the outer ends of the struts 11 and l2 near the ends connected to the hull. The same `side of the yoke below the pivotal connection with the struts 15. is pivotally connected to the outer end of a tension and shock absorbing strut 17 which is provided at the end adjacent the cabin with a tension shock absorber' 18 which is pivotallv connected to the cabin. The outer side of the voke is pivotally connected to the lower `cjids of struts 19 and Q0. the former extending forwardly andpivotally connected directly to a fitting on the hull. while the latter extends backwardly and is pivotally connected at its rear and 'upper end to the end of a plunger 21al of the compression shock absorber 21 preferably mounted within and supported by the frame of the hull. Thus. when the power vane is subjected to a shock. as when landing. the same is held outwardly from the cabin by the struts 15 and 16 but permitted to be shifted upwardly and backwardlv. the strut 17 taking a portion of the shock bv the tension shock absorber and the strut taking a portion bv the compression shock absorber 2l.

The power unit. or power vane, consists of `a body 14a in the form of an airplane fuselage having a motor at its forward end and a propeller operated by the motor. an undercarriage 146 at the underside of its forward end portion. supporting planes 140 extending to either side from near the forward end to the rear end of the body 14a and preferably diverging toward the rear end of the body. a. vertical stabilizer extending from the body at the rear end thereof. elevators 14e pivotally connected to the trailing edge of the plane surfaces 140, and a rudder 14] pivotally connected to the trailing edge of the vertical stabilizer' 14d. Thus, it will be seen that the power unit, or power vane, is constructed similarly to an airplane with liuiited supporting surfaces. The undercarriage 1l?) is pre ferably provided with only one large wheel. or a pair of wheels positioned close together. The supporting surfaces or wings 140 are preferably positioned slightly below the center of gravity. The pivotal connection of the body ot the power vane to the yoke. or the lower furcated ends thereof, is on a horizontal axis extending through the center of gravity ot' the power vane so that the power vane is substantially balanced at all times. The cockpit of the power vane is preferably positioned forwardly of the yoke so that the field of vision of the operator of the power vane will not be obstructed. To limit the tilting movement, of the power vane relative to the supporting yoke. I have provided .stop ineinbers 14g on the exterior of the body 14a forwardly and backwardly of the yoke which limit. the tilting movement of the power Vane. The operator of each power vane controls only his engine and the elevators and rudder, but is directed in-such control by suitable signalling mechanism operated from the pilot`s cabin by the pilot, as in ship and dirigiblo construction now in use. If the operator is directed to incline his particular power vane either upwardly or downwardly. (the rear power vane being shown directed downwardly) .he operates his controls to the degree designated, the controls for the motor, elevators and rudder being held in the directed position by suitable mechanism. such as frictionally retained levers. By the control of the separate power vanes from the pilots cabin. the dirigible may be made to rise rapidly. descend rapidly. orto change direction rapidly. The general directional and elevational control is eected by the pilot in the usual manner by manipulating the elevators 3 and the rudders 5.

lVhen landing. the dirigible may be landed on the ground as is common with the landing of airplanes. or the same may be anchored at .a ternnnal in any other manner desired.

When landing the separate power vanes independently of the dirigible, the same may be taxied on the ground as an ordinary airplane. In order to stabilize the same, I have provided a pair of tail skids 22 near the, trailing and lateral edges of the wing surfaces, as shown in Figs. 1 and 2.

Intercommun'ication between the several power vanes and the cabins may be effected by ladders 23 supported by the struts 19, which ladders are directed to openings in the hull from which openings passages or gangwavs may lead to the keel runway, designated Q4 in Fig. 2.

Though I have shown and described a particular construction, combination and arrangement of parts and portions, I do not pending wish to be limited to this construction, combination and arrangement, but desire to 1nclude 1n the scope of my lnventlon the construction, combination and arrangement sub? stantially as set forth in the appended claims.

Having thus described my invention,I what I claim as new and desire to secure by Letters Patent is 1.` In a dirigible, a hull, frames yieldably and resilicntlyjnounted on and extending fromthe hull, and a--plurality of power units pivotally-mounted on the extended ends of the frames, said power units having undercarriages to facilitate thelandiig and taking off of the dirigible. Y

2. In a dirigible, a. hull having a depending framework, and a power unit pivotally mounted intermediate its ends on-said deframework, said power unit comfuselage by which the power unit a motor and propeller at the wing surfaces prising a is supported, forward end of the fuselage,

at the si des and extending the full length of the fuselage and control surfaces at the rear end thereof.

3. In a dirigible, a hull having a depending framework, and a power unit pivotally mounted intermediate its ends on said depending framework, said power unit comprising a fuselage by which the power unit is supported, a motor and propeller at the forward end of the fuselage, wing surfaces at the sides ofthe fuselage, control surfaces at the rear end thereof, an under carriage at the forward end of the fuselage and laterally and widely spaced tail skids at the rear end of the power unit and below each wing surface.

4. In a dirigible, a hull having a depending framework, and a power unit pivotally mounted intermediate its ends on said depending framework, said power unit comprising a fuselage by which the power unit is supported, a motor and propeller at the forward end of the fuselage, wing surfaces at the sides of the fuselage, control surfaces at the` rear end thereof, and anarrow wheel under tending laterally to both sides of the cabin, and power units mounted at the extended Vends at both lateral sides of the framework,

the whole of the cabin, framework and power units being detachable as a unit from the hull of the dirigible.

8. In a dirigible, a hull, a cabin mounted at the lower side of the hull, framework extending laterally to both sides of the cabin, and power units mounted at the extended ends at both lateral sides of the framework, the whole of the cabin, framework and power units beingf detachable as a unit from the hull of the dirigible, said power units being readily detachably connected to said iframework and providedwith independent control surfaces adapted for controlling the dirigible when in the air and for controlling said power units when disconnected from said framework.

9. In a dirigible, a hull, and a plurality of landin carriages mounted at the lower side thereo said undercarriages having laterally and upwardly directed framework, the laterally directed framework being adapt-ed to permit tilting and upward movement of the landing carrlages relative to the hull and the upwardly directed framework being adapted to permit upward movement thereof of the carriages and to reduce shock upon the hull when landing the dirigible.

In testimony whereof, I have hereunto set my hand at Los Angeles, California this 15th day of September, 1927.

- LEVI S. HOWLAND.

carriage at the forward end of the lower side I of the fuselage and double laterally and widely spaced tail skids at the rear end of the lower side of the power unit and below each wing surface.

5. In a dirigible, a cabin readily detachably mounted at. the lower side of the hull of the dirigible and provided with a laterally extended framework, and a power unit pivotally mounted on said framework.

6. In a dirigible, a cabin readily detachably mounted at the lower side of the hull of the dirigible and provided with laterally extended framework, and a power junit readily detachably mounted on'said fra'r'ne work.

7. In a dirigible, a hull, a cabin mounted at the lower side of the hull,7framework ex- 

